Multi-component road barrier

ABSTRACT

A road barrier system with a first barrier forming a hollow container and a second barrier forming a hollow container is disclosed, the first and second barriers being configured with alternating structures to permit the barriers to mate. The alternating structures may be located on opposed end walls of the respective barriers and may be configured as alternating half-moon projections and recesses. The mating may permit up to 30 degrees of deflection. Also disclosed are molds for making such barriers, where the molds include a base mold, a female mold, and a male mold, and the base mold may be coupled with either of the female or male molds to create a road barrier mold having features particular to either the female mold or the male mold.

BACKGROUND OF THE INVENTION

The present application claims the benefit of the filing date of U.S. Provisional Patent Application 60/724,630, entitled MULTI-COMPONENT ROAD BARRIER, filed on Oct. 7, 2006, the disclosure of which is hereby incorporated herein by reference.

This invention relates generally to road barriers, and more particularly to multi-component road barriers. Road barriers are common fixtures along highways and other corridors where there is a desire to contain vehicles within a certain area. Typically, road barriers may be positioned between the travel lanes heading in opposite directions, but may also be utilized along, for example, the edges of roadways which are adjacent to particularly dangerous areas, such as cliffs. Other uses of road barriers include temporary use for the separation of a roadway from a construction area. More recently, road barriers have been used to block access to certain areas adjacent to buildings which are at an elevated risk of terrorist attack, or for other crowd-control purposes.

Conventional barriers are formed from a variety of materials, including steel reinforced concrete, such as the well-known Jersey Barrier. Others may be made from corrugated steel, such as the well-known Armco Barrier. Still other barriers may be formed from timber or combinations of timber and steel. Each of these types of barriers is relatively heavy, and therefore, is both difficult and expensive to move. Additionally, many of these types of barriers are formed from multiple parts that must be configured in the field—often a time-consuming and labor intensive effort. Recently, barriers have been formed from low density polyethylene by rotational molding.

It has been found that barriers created through rotational molding (“rotomolding”) with low density polyethylene (“LDPE”) provide advantages over the more conventional concrete, corrugated steel, or timber barriers. Primarily, the advantages stem from the light weight of the LDPE barrier and its ability to be easily transported. In this regard, it is well known that the LDPE barriers may be manufactured with relatively thin walls and a hollow cavity. Upon arrival at the barrier's ultimate destination, the barrier may be filled with ballasting material to develop its ultimate weight and strength. Common fillers include water, sand, or the like. In this regard, such barriers introduced a portability option into the barrier market.

Notwithstanding the advantages provided by rotomolding and LDPE barriers, there remains a need for a barrier which is still even lighter, and which can be constructed through a process which is more expeditious and less costly than rotomolding. There is also a need for a versatile barrier, which may quickly be configured into various configurations, but which still includes features to ensure the integrity of the barrier.

SUMMARY OF THE INVENTION

The present invention overcomes the shortcomings of the prior art by providing, in certain embodiments, a multi-component road barrier and method of forming a road barrier which are more versatile than conventional road barriers and their current manufacturing methods. The inventive multi-component road barrier may be manufactured-to various configurations at a manufacturing plant, and may also be modified to various configurations in the field during construction. In addition, the inventive multi-component road barrier includes features to ensure the integrity of the barrier, and to promote easy repair of any damage to a barrier system.

In accordance with one aspect of the present invention, there is provided a road barrier formed by blow molding and preferably extrusion blow molding. Recent improvements in extrusion blow molding permit the manufacture of individual parts weighing upwards of sixty to eighty pounds, now including the inventive component parts of road barriers. In this highly automated process, the barrier may be molded in six steps, generally as follows:

-   -   (i) Melt and extrude a round hollow tube of molten plastic         called a parison;     -   (ii) Trap the parison between two mold halves which may be         selected from among a plurality of mold parts;     -   (iii) Expand the parison with approximately 100 psi air pressure         against the mold cavity formed by the mold halves to form the         part;     -   (iv) Rapidly cool the formed part;     -   (v) Remove the formed part from the mold cavity; and,     -   (vi) Trim and reclaim excess flash from the part.

The entire six step sequence may be totally automated (with the exception of mold selection) and may be completed in five to six minute cycles, freeing the mold quickly for reuse. By contrast, the conventional method of rotomolding permitted only one or two cycles per hour, at most.

Molds used for extrusion blow molding are capable of extremely high volumes of output and are rugged enough to withstand hundreds of thousands—to over a million—production runs with relatively minor mold maintenance.

The versatility of the extrusion blow molding process allows the use of resins such as high density polyethylene (“HDPE”), in pellet form. The utilization of pellets eliminates the requirement to grind raw material into a powder such as is required with the use of LDPE in rotomolding. In addition, HDPE has a significantly higher structural and tensile strength than LDPE, allowing a blow molded road barrier to be manufactured with thinner walls and corresponding lower part weight as compared to rotomolded barriers formed from LDPE, without sacrificing any strength.

In accordance with further aspects of the present invention, a multi-component road barrier may be formed from two halves each manufactured in a mold comprising a chamber with replaceable outer end such that either a female or male outer end may be attached to the chamber to form one half of a road barrier with either a male or female end. The second half of the road barrier may be formed from a similar mold chamber with replaceable outer end that may be either female or male. In this regard, a multi-component road barrier may be formed from the two halves with male-male ends, female-female ends, or female-male ends, in an expeditious manner. The finished product is therefore one road barrier with two separate independent compartments which may be connected by either or both internal or external connection mechanisms. Each of the independent compartments may be ballasted with water, sand, or the like. Further, each barrier half may be manufactured to a different color to improve the function and aesthetics of the barrier system.

The two barrier halves may be connected with interlocking internal elements and/or interlocking external elements. The interlocking internal elements may be alternating male/female elements, such as alternating half-moon shaped extensions. The interlocking external elements may be plates adapted to span the two barrier halves where the plates may be utilized to secure the two halves together. The plates may be “dog-bone” shaped and may reside within recesses formed within the barrier halves to provide structural reinforcement against lateral tension.

In accordance with certain aspects of the present invention, a road barrier system may comprise a first barrier forming a hollow container, and a second barrier forming a hollow container, wherein the first barrier and the second barrier are configured with alternating structures to permit the first barrier and the second barrier to mate.

The first barrier may comprise a first barrier base portion, a first barrier top portion, a first barrier first side wall, a first barrier second side wall, a first barrier first end wall, and a first barrier second end wall. The second barrier may comprise a second barrier base portion, a second barrier top portion, a second barrier first side wall, a second barrier second side wall, a second barrier first end wall, and a second barrier second end wall. The alternating structures may be configured on the first barrier first end wall and the second barrier second end wall.

The aforementioned mating may be permitted with up to 30 degrees of deflection measured along axes formed along the first barrier top portion and the second barrier top portion.

The alternating structures may be configured as half-moon projections and recesses.

The first barrier and the second barriers may include outer surfaces and the road barrier system may further comprise a connection member adapted to attach to the outer surfaces to mate the barriers. The connection member may be in the form of a bone plate.

The first barrier and the second barrier may be approximately 6 feet long, 3.5 feet high, and 2 feet wide when connected.

The first barrier and the second barrier may be approximately 80 lbs. when empty.

The first barrier and the second barrier may weigh approximately 1,600 lbs. when filled with water.

The barriers may include fork lift slots.

In accordance with other aspects of the present invention, a mold system for manufacturing road barriers may comprise a base mold, a female mold, and a male mold, wherein the base mold may be coupled with either of the female or the male molds to create a road barrier mold having features particular to the female mold or the male mold.

The molds may be adapted for use in blow molding. The blow molding may be extrusion blow molding.

The female mold may include at least one recess which permits a road barrier formed with a male mold to connect to a finished road barrier formed with a female mold.

The male mold may include at least one projection which permits a road barrier formed with a female mold to connect to a finished road barrier formed with a male mold.

In accordance with still further aspects of the present invention, a road barrier may comprise a hollow container formed by blow molding, wherein the hollow container gives the appearance of a capability of impeding the progress of a conventional motor vehicle.

The hollow container may comprise a base portion, a top portion, first and second side walls, and first and second end walls.

The hollow container may comprise a fill hole permitting ballast material to enter the container.

The hollow container may comprise a drain hole permitting ballast material to drain from the container.

The hollow container may comprise means for connecting the container to a second hollow container. The hollow container may comprise an external surface and the means may include a connection member associated with the external surface. The connection member may be in the shape of a dog bone. The means may also comprise alternating male projections and female recesses.

The road barrier may be formed from high density polyethylene.

The road barrier may include a nominal wall thickness of no greater than 0.155 in.

The container may be approximately 3 feet long, 3.5 feet high, and 2 feet wide.

The container may weigh approximately 40 lbs. when empty. The container may weigh approximately 800 lbs. when filled with water.

The blow molding may be extrusion blow molding.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter regarded as the invention is particularly pointed out and distinctly claimed in the concluding portion of the specification. The invention, however, both as to organization and methods of operation, together with features, objects, and advantages thereof, may be best understood by reference to the following detailed description when read with the accompanying drawings in which:

FIG. 1 is frontal view of a road barrier in accordance with certain aspects of the present invention;

FIG. 2 is a top view of the road barrier of FIG. 1;

FIG. 3 is a front view of a road barrier system in accordance with other aspects of the present invention;

FIG. 4 is a top view of the road barrier system of FIG. 3;

FIG. 5 depicts an exploded perspective view of a road barrier in accordance with further aspects of the present invention;

FIG. 6 depicts a rear view of the road barrier of FIG. 5;

FIG. 7 depicts a rotated top view of the road barrier of FIG. 5;

FIG. 8 depicts a perspective view of a road. barrier female half in accordance with aspects of the present invention; FIG. 9 depicts a rotated perspective view of the

road barrier female half of FIG. 8;

FIG. 10 depicts a perspective view of a road barrier male half in accordance with aspects of the present invention;

FIG. 11 depicts a rotated perspective view of the road barrier male half of FIG. 10;

FIG. 12 depicts an exploded perspective view of mold components utilized to manufacture road barrier halves;

FIG. 13 depicts an exploded plan view of the mold components of FIG. 12; and

FIG. 14 depicts a perspective view of a plate utilized in certain embodiments to connect road barrier halves.

DETAILED DESCRIPTION

In the following are described the preferred embodiments of the multi-component road barrier in accordance with the present invention. In describing the embodiments illustrated in the drawings, specific terminology will be used for the sake of clarity. However, the invention is not intended to be limited to the specific terms so selected, and it is to be understood that each specific term includes all technical equivalents that operate in a similar manner to accomplish a similar purpose. Where like elements have been depicted in multiple embodiments, identical reference numerals have been used in the multiple embodiments for ease of understanding.

The multi-component road barrier of the present invention offers numerous advantages over conventionally known road barriers. Recent improvements in blow molding permit the manufacture of road barriers with lower overall weight than was previously realized with rotational molding, without sacrificing any of the strength. This advantage is due in large part because blow molded barriers in accordance with the present invention, and particularly extrusion blow molded barriers, may be manufactured with thin walled HDPE while conventional rotational molded barriers utilize much thicker walled-LDPE.

In addition, molds used for extrusion blow molding are capable of extremely high volumes of output and are rugged enough to withstand hundreds of thousands—to over a million—production runs with relatively minor mold maintenance.

The versatility of this molding process also allows the use of HDPE resins in pellet form. The utilization of pellets eliminates the requirement to grind the raw material into a powder, such as is required with the use of LDPE in rotational molding.

Recent improvements in blow molding permit the manufacture of individual parts weighing upwards of sixty to eighty pounds, now including component parts of road barriers. In this highly automated process, the barrier may be molded in six steps, generally as follows:

-   -   (i) Melt and extrude a round hollow tube of molten plastic         called a parison;     -   (ii) Trap the parison between two mold halves which may be         selected from among a plurality of mold parts;     -   (iii) Expand the parison with approximately 100 psi air pressure         against the mold cavity formed by the mold halves to form the         part;     -   (iv) Rapidly cool the formed part;     -   (v) Remove the formed part from the mold cavity;

and,

-   -   (vi) Trim and reclaim excess flash from the part.

The entire six step sequence may be totally automated (with the exception of mold selection) and may be completed in five to six minute cycles, freeing the mold quickly for reuse.

Road barriers may now be formed from two halves each manufactured in a mold comprising a chamber with replaceable outer ends such that either a female or male end may be attached to the chamber to form one half of a road barrier, the half having either a male or female end. The second half of the road barrier may be formed from a similar mold chamber with replaceable outer ends that may be either female or male. In this regard, a multi-component road barrier may be formed from the two halves with male-male ends, female-female ends, or female-male ends, in an expeditious manner. The finished product is therefore one road barrier with two separate independent compartments which may be connected by either or both internal or external connection mechanisms. Each of the independent compartments may be ballasted with water, sand, or the like. Further, each barrier half may be manufactured to a different color to improve the function and aesthetics of the barrier system. The two halves may therefore be securely joined at the plant, but may be reconfigurable in the field.

Each half preferably includes independent chambers such that each of the chambers may be ballasted with water, sand, or the like independently. Accordingly, if one chamber is damaged, only that chamber needs replacement, providing a substantial cost savings because the other portions of the barrier may be reused. Further, each barrier half may be manufactured to a different color for functional or aesthetic benefit. As detailed below, additional benefits of the novel multi-component road barrier have been realized.

Although the road barriers may be configured to various shapes and sizes, typically, road barriers will have a length of approximately 3 feet, a height of approximately 3.5 feet, and a width of approximately 2 feet at the base, and may taper to a smaller dimension at its top. Such a barrier made from HDPE with approximately 0.155 inch (nominal) thick walls will weigh approximately 40 lbs., empty, and 800 lbs. when filled with water as the ballasting material. When connected to a similar barrier so as to form a barrier system, the barriers will weigh approximately 1600 lbs. Barriers so sized and configured are sufficient to give the appearance of a capability of impeding the progress of a conventional motor vehicle. Although cited as having a nominal thickness of approximately 0.155 inches, it will be appreciated that the actual thicknesses of this typical road barrier may range from 0.118 to 0.190 inches, as the corners and other non-planar areas tend to have increased thicknesses over the planar areas.

As used herein, the phrase “give the appearance of a capability of impeding the progress of a conventional motor vehicle,” used in relation to the size and weight of a road barrier, is used in the broad sense of a capability of impeding the progress of a conventional motor vehicle, and does not relate specifically to any performance standard. Rather, such barriers are sized and configured so as to make it readily apparent to one operating a motor vehicle that such vehicle is not to make contact with the barrier in the interest of avoiding damage to the vehicle. In so doing, the barrier may be sized to intimidate the operator of the motor vehicle, such that the barrier has the outward appearance of the capability to impede the progress of a motor vehicle, rather than the actual capability. For example, in order to “give the appearance of a capability of impeding the progress of a conventional motor vehicle,” the barriers must be much larger and more intimidating than conventional construction cones, which often have limited effects on the channelizing of vehicular traffic, and should be of a size more akin to construction barrels, which are typically more effective.

Moving to the figures, FIG. 1 depicts a front view of a multi-component road barrier in accordance with certain aspects of the present invention. As shown, the road barrier 100 may BE comprised from two hollow containers referred to herein as a first half 102 and a second half 104. Each half 102, 104 may be formed as separate units and later joined, as will be discussed. Once joined, the road barrier 100 includes a first end 106 at the first half 102 and a second end-108 at the second half 104. A middle portion 110 may lie between the first end 106 and the second end 108, and may be formed from the intersection of both halves 102, 104. The middle portion 110 is formed from the abutment of the two substantially flat portions of the first half- 102 and second half 104, and may include male and female features to interlock the two barriers into a barrier system.

Referring to FIG. 2, a top view of the road barrier 100 shown in FIG. 1, it will be appreciated that the first end 106 may be configured into a female configuration while the second end 108 may be configured into a male configuration. Accordingly, the first end 106 may include female connection element 112 while the second end 108 may include male connection element 114. The female connection element 112 is preferably formed as an elongated receptacle or recess which extends along approximately the entire height H (FIG. 1) of the road barrier 100. At the base 101 of the barrier 100, the female connection element 112 culminates with a flange 103 having an aperture 105. One function of the flange 103 and aperture 105, as will be discussed more fully, is to permit connection of a male element from another barrier.

Meanwhile, the male connection element may comprise a cylindrical protrusion 114 also extending along approximately the entire height H (FIG. 1) of the road barrier 100, and sized and configured to be accepted by the female connection element 112 of another barrier to form a road barrier system. The female and male connection elements 112, 114, are preferably of the type shown and described in U.S. Pat. Nos. 5,988,934 and D431,657 issued to Wasserstrom, the inventor herein. The disclosures of U.S. Patent Nos. 5,988,934 and D431,657 are hereby incorporated herein by reference.

Moving to FIGS. 3 and 4, it is shown that the female and male connection elements 112, 114 may be utilized to connect multiple road barriers, such as road barriers 100A, 100B, and 100C (barrier 100A being a “half-barrier” with male end, barrier 100B being a standard barrier with one male and one female end, and barrier 100C being a “half-barrier” with a female end), to form a road barrier system. In FIGS. 3 and 4, road barrier 100A is shown as comprising only a second half 104A while road barrier 100C is shown as comprising only a first half 102B. It will be appreciated that road barriers 100 may be utilized in this manner even though the preferred manner of use is that being similar to road barrier 100B, comprising a first half 102A and second half 104B, connected together by means which will be discussed.

Once the road barriers 100A, 100B, and 100C are connected together in the manner shown in FIGS. 3 and 4, and as described in U.S. Pat. No. 5,988,934, it will be appreciated that the barriers may be aligned in tandem along a single axis formed along the lengths of each barrier, such as between road barriers 100A and 100B, or may be angled with respect to each barrier's axis as shown in the case of road barriers 100B and 100C. For ease of reference, axis A-A is shown in FIG. 4 along barrier 100A, axis B-B is shown along barrier 100B, and axis C-C is shown along barrier 100C.

The road barriers 100 are preferably constructed such that each has a side face 116 which is angled, or otherwise chamfered, approximately 7.5° from a line drawn perpendicular to the respective axis A-A, B-B, or C-C, such that the front surface 118 and the side face form an angle D which is approximately 97.5° when viewed from above, such as in FIG. 4. In this regard, an angle A of approximately 15° may be made between adjacent barriers when aligned linearly, such as between barriers 100A and 100B of FIG. 4. This 15° offset permits road barriers 100 to be installed at angles relative to each other of up to approximately 15° , for example angle C between barriers 100B and 100C, of FIG. 4. It will be appreciated that angle B is therefore approximately 165°. Although the angles, A, B, C, and D listed above are preferred, other angles may be utilized. For example, angle D may range from 1° to 10° or greater, resulting in corresponding changes in angles A, B, and C. A preferred range for angle D is approximately 5° to 10°.

As shown most clearly in FIG. 3, the barrier 100 may include features to assist with transport of the barrier. For example, the barrier 100 may include cutouts 120 along its bottom surface 122. Preferably, each barrier 100 includes two cutouts 120 which are dimensioned and spaced to accommodate a conventional fork lift. In this regard, a single barrier 100 may be readily lifted with a forklift. Additionally, the barriers 100 may include apertures 124 through the front face 118. The apertures 124 may be utilized in a variety of manners to assist with transport. In one example, a strap (not shown) may be wrapped through the aperture 124 and pulled by either a worker or a piece of machinery to drag the barrier 100. Alternatively, a barrier 100 may be lifted by inserting a sling (not shown) through the aperture 124. Preferably, each barrier half 102, 104 is provided with at least one aperture 124, such that two apertures may be utilized to lift the barrier for ease of control. It will be appreciated that the apertures 124 are formed not merely as holes, but as full cylinders extending through the barrier 100. In this regard, when the hollow barrier is filled with ballasting material, such as water or sand, the material will not simply escape the barrier, but will remain within its hollow interior.

Each barrier 100 also preferably includes a filling spout 126 on its upper surface 128. The filling spout 126 may be threaded such that a cap (not shown) may be placed thereon or may include other means to provide for its covering.

It will be appreciated that the filling spout 126 permits fill materials to be placed within each hollow container half 102, 104 of the barrier 100. Typical fill materials include water and sand. However, other fill materials that are suitable for use with HDPE and environmental concerns may also be utilized. Preferably, the barrier 100 is delivered to its destination unfilled to ease with transportation, and then filled with water after being positioned at its final position. Water is the preferred filling medium as it is readily abundant, environmentally sound, and may be spilled out and discarded easily, for example, to a catch basin, when it becomes necessary to remove the ballast material, such as for transport.

Although not shown, it will also be appreciated that the barrier 100 may include tapped inserts (not shown) embedded in the front face 118, such as is known in the art. These embedded inserts are typically internally threaded metallic cylinders that are particularly adapted for receiving bolts which may be utilized to support various signage, such as direction signs or advertisements.

In a similar manner, the barrier 100 may include recessed areas 130 having a plurality of threaded inserts 132 on the barrier's front face 118. As shown in FIG. 1, the recessed area 130 is preferably configured to resemble a “dog-bone,” with an elongate center portion spanning two wider end portions, and extends over the middle portion 110 of the barrier 100 such that half of the recessed area is associated with first half 102 of the barrier and the other half is associated with second half 104 of the barrier. A bone plate 134 (FIG. 15) shaped in registration with the recessed area 130 may be inserted therein to assist with tying the first half 102 of the barrier 100 with the second half 104.

As shown in FIG. 15, the bone plate 134 may be formed as a flat plate of material having an elongate central portion 135 spanning between two wider end sections 137, 139, to form the familiar “dog-bone” or “H” shape. The bone plate 134 may also include apertures 136, preferably within the end sections 137, 139, which align with the threaded inserts 132 of the barrier 100 such that bolts (not shown) may be inserted through the apertures and into the threaded inserts to retain the bone plate 136 in association with the barrier 100. This relationship creates a strong junction between the first half 102 and second half 104 of the barrier 100. It is preferred that each barrier 100 include four such recessed areas 130 with four associated bone plates 134, to provide a strong junction.

Assisting with the connection of first half 102 to second half 104 may be connection elements 138 located on the side faces 116 of each barrier 100, as shown in FIG. 3. The connection elements 138 are preferably circular with half-cylinders protruding therefrom such that each circular connection member includes a male portion and female portion. These male and female portions are best shown in FIG. 5, a perspective view of a barrier 100.

As shown in FIG. 5, the male portions 140 and female portions 142 preferably alternate in their position within the connection elements 138 as the connection elements are positioned along the side face 116. For example, in the embodiment shown in FIG. 5, there are included four connection elements 138. The uppermost connection element 138 includes male/female portions 140, 142 in a particular relationship where the male portion is on the left and the female portion is on the right when viewed as shown in FIG. 5. The next connection element 138 in the series moving downward along the side face 116 includes male/female portions 140, 142 in an opposite relationship, where the male portion is on the right and the female portion is on the left when viewed as shown in FIG. 5. This alternating pattern may continue with each of the connection elements 138. Preferably, each barrier half 102, 104 includes four such connection elements, where the connection elements on opposed barrier halves are in registration with each other, such that the side faces 116 of the barrier halves 102, 104 may completely abut as shown in FIGS. 1 and 2.

Of course, it will be appreciated that the connection members may be manufactured to other geometric or non-geometric configurations. In addition, the alternating pattern may be such that the uppermost connection element is fully male with the next fully female, and so on. The first could also be fully female with the next fully male, or the male/female connection elements may be positioned in bunches. For example, the first two may be fully male while the next two are fully female. Similar patterns of split male/female connection elements may also be employed. In addition, although it is preferred that the barriers include four mating pairs of connection elements, it will be appreciated that more or less may be utilized, depending on the application. Proprietary or nonproprietary configurations may also be utilized to prevent or permit barrier half pairs from being coupled.

Various other views of road barriers 100 and road barrier halves 102, 104 configured in accordance with aspects of the present invention which have been left relatively free of annotation for clarity are depicted in FIGS. 8 through 11. In this regard, FIG. 8 depicts a perspective view of one half of a multi-component road barrier with a female end in accordance with certain aspects of the present invention. FIG. 9 depicts a rotated perspective view of the barrier half FIG. 8. FIG. 10 depicts a perspective view of one-half of a multi-component road barrier with a male end in accordance with certain aspects of the present invention. FIG. 11 depicts a rotated perspective view of the barrier half shown in FIG. 10.

FIG. 12 depicts an exploded perspective diagrammatic view of a multi-component road barrier mold in accordance with still further aspects of the present invention. In this view, the various components of a road barrier mold 200 may be discerned. More specifically, a mold 200 may comprise a chamber 202 forming a base mold with one open outer end 204. The chamber alone 202 may form the main portion of a road barrier 100, and may be used interchangeably with different attachment molds. Two such attachment molds are shown in FIG. 12, the first being a male attachment mold 206 and the second being a female attachment mold 208. Either of the two attachment molds 206, 208 may be utilized in conjunction with the chamber 202 to form one half 102, 104 of a barrier 100. Although not shown in FIG. 12, it will be appreciated that the attachment molds 206, 208 each contain open ends which may be placed in communication with the open end 204 of the chamber 202 such that material placed in the mold cavity will flow evenly between the two molds. FIG. 13 depicts a plan view of the molds shown in FIG. 12. Such molds may be utilized in the extrusion molding process with HDPE to create the inventive road barriers shown and described herein.

It will be appreciated that each mold portion; namely, the chamber 202, the male attachment mold 206, and the female attachment mold 208, each may be comprised of two independent sections, where each of the sections may be mated at a mating line 210. Specifically, the chamber 202 may comprise a first section 212 and a second section 214, the male attachment mold 206 may comprise a first section 216 and second section 218, and the female attachment mold 208 may comprise a first section 220 and a second section 222. As shown in FIG. 12, the mating line 210 may run along the length of the respective component, although it will be appreciated that other configurations are also possible.

As previously discussed, the road barrier 100 may be molded from HDPE. The HDPE utilized may be from among those designed for high performance applications, such as high performance packaging applications. Preferably, the HDPE exhibits a combination of stiffness and resistance to environmental stress cracking.

The characteristics of such high density polyethylene are preferably approximately as follows: Density: 0.957 g/cm{circumflex over ( )}3 Melt Index, 190/2.16: 0.46 g/10 min Tensile strength at yield: 30 MPa Tensile strength at break: 24 MPa Elongation at yield:   7.5% Elongation at break: 1100% Flexural Modulus: 1,450 MPa Tensile Impact: 26 joules/cm{circumflex over ( )}2 Impact brittleness temperature: −76 C. Envtl. stress crack resistance: >1000 hrs Bulk density: 585 kg/m{circumflex over ( )}3

An example of a product which is commercially available and which may be utilized is ExxonMobil® HD-9856BA. ExxonMobil® is a registered trademark of the Exxon Mobil Corporation, 5959 Las Colinas Boulevard, Irving, Tex. 75039. Another example is Marlex® HHM 5502-01ST. Marlex® is a registered trademark of the Phillips Petroleum Company, Six Pines Drive, The Woodlands, Tex. 77380.

Referring back to FIGS. 1 and 4, the various dimensions of a typical barrier 100 are shown as height H, length L, and width W (the width being measured at the barrier's widest point, at the base 101). It is preferred that a finished barrier have a length L of 72″ (with an additional one end extension of 6″ on any male end), a height of 42″, and a width at the base of 24″. Such a barrier with a nominal wall thickness of 0.155 in. will weigh approximately 80 lbs. assembled, and 1600 lbs. when filled with water. The weight of such a barrier 100, manufactured with HDPE, can also be approximately 65-100 lbs. total, with the male section and female section each being of approximately equal weight. Compared to a conventional barrier of like size formed from low density polyethylene, with a typical weight of approximately 125 lbs., the high density polyethylene barrier represents a reduction of nearly 50%. Of course, barriers 100 may be configured to other dimensions if desired.

Although the invention herein has been described with reference to particular embodiments, it is to be understood that these embodiments are merely illustrative of the principles and applications of the present invention. It is therefore to be understood that numerous modifications may be made to the illustrative embodiments and that other arrangements may be devised without departing from the spirit and scope of the present invention as defined by the appended claims. These advantages stem from the materials and process used for the inventive road barrier as well as from the configuration of the road barrier. 

1. A road barrier system comprising: a first barrier forming a hollow container; a second barrier forming a hollow container; wherein said first barrier and said second barrier are configured with alternating structures to permit said first barrier and said second barrier to mate.
 2. The road barrier system of claim 1, said first barrier comprising a first barrier base portion, a first barrier top portion, a first barrier first side wall, a first barrier second side wall, a first barrier first end wall, and a first barrier second end wall; said second barrier comprising a second barrier base portion, a second barrier top portion, a second barrier first side wall, a second barrier second side wall, a second barrier first end wall, and a second barrier second end wall; wherein said alternating structures are configured on said first barrier first end wall and said second barrier second end wall.
 3. The road barrier system of claim 2, wherein said mating is permitted with up to 30 degrees of deflection measured along axes formed along said first barrier top portion and said second barrier top portion.
 4. The road barrier system of claim 2, wherein said alternating structures are configured as half-moon projections and recesses.
 5. The road barrier system of claim 2, wherein said first barrier and said second barriers include outer surfaces, said road barrier system further comprising a connection member adapted to attach to said outer surfaces to mate the barriers.
 6. The road barrier system of claim 5, wherein said connection member is in the form of a bone plate.
 7. The road barrier system of claim 1, wherein said first barrier and said second barrier are approximately 6 feet long, 3.5 feet high, and 2 feet wide when connected.
 8. The road barrier system of claim 1, wherein said first barrier and said second barrier are approximately 80 lbs. when empty.
 9. The road barrier system of claim 8, wherein said first barrier and said second barrier weigh approximately 1,600 lbs. when filled with water.
 10. The road barrier system of claim 1, wherein each of said barriers include fork lift slots.
 11. A mold system for manufacturing road barriers, said mold system comprising: a base mold; a female mold; and a male mold; wherein said base mold may be coupled with either of said female or said male molds to create a road barrier mold having features particular to said female mold or said male mold.
 12. The mold system of claim 11, wherein said molds are adapted for use in blow molding.
 13. The mold system of claim 12, wherein said blow molding is extrusion blow molding.
 14. The mold system of claim 11, wherein said female mold includes at least one recess which permits a road barrier formed with a male mold to connect to a finished road barrier formed with a female mold.
 15. The mold system of claim 11, wherein said male mold includes at least one projection which permits a road barrier formed with a female mold to connect to a finished road barrier formed with a male mold.
 16. A road barrier comprising: a hollow container formed by blow molding; wherein said hollow container gives the appearance of a capability of impeding the progress of a conventional motor vehicle.
 17. The road barrier of claim 16, wherein said hollow container comprises a base portion, a top portion, first and second side walls, and first and second end walls.
 18. The road barrier of claim 16, wherein said hollow container comprises a fill hole permitting ballast material to enter the container.
 19. The road barrier of claim 18, wherein said hollow container comprises a drain hole permitting ballast material to drain from the container.
 20. The road barrier of claim 16, wherein said hollow container comprises means for connecting said container to a second hollow container.
 21. The road barrier of claim 20, wherein said hollow container comprises an external surface and said means includes a connection member associated with said external surface.
 22. The road barrier of claim 21, wherein said connection member is in the shape of a dog bone.
 23. The road barrier of claim 20, wherein said means comprises alternating male projections and female recesses.
 24. The road barrier of claim 16, wherein said road barrier is formed from high density polyethylene.
 25. The road barrier of claim 24, wherein said road barrier includes a nominal wall thickness of no greater than 0.155 in.
 26. The road barrier of claim 16, wherein said container is approximately 3 feet long, 3.5 feet high, and 2 feet wide.
 27. The road barrier of claim 26, wherein said container is approximately 40 lbs. when empty.
 28. The road barrier of claim 27, wherein said container weighs approximately 800 lbs. when filled with water.
 29. The road barrier of claim 16, wherein said blow molding is extrusion blow molding. 